US3752422A - Jet augmented ram air scoop - Google Patents
Jet augmented ram air scoop Download PDFInfo
- Publication number
- US3752422A US3752422A US00158282A US3752422DA US3752422A US 3752422 A US3752422 A US 3752422A US 00158282 A US00158282 A US 00158282A US 3752422D A US3752422D A US 3752422DA US 3752422 A US3752422 A US 3752422A
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- Prior art keywords
- duct
- ram air
- air
- scoop
- aircraft
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- Expired - Lifetime
Links
- 230000003190 augmentative effect Effects 0.000 title description 3
- 239000003570 air Substances 0.000 abstract description 65
- 239000012080 ambient air Substances 0.000 abstract description 7
- 238000004378 air conditioning Methods 0.000 abstract description 6
- 230000000694 effects Effects 0.000 abstract description 3
- 238000001816 cooling Methods 0.000 description 5
- 238000007599 discharging Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D13/00—Arrangements or adaptations of air-treatment apparatus for aircraft crew or passengers, or freight space
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/50—On board measures aiming to increase energy efficiency
Definitions
- the cabin air can be at a temperature lower than that of the ambient air, this cooler cabin air acting to increase the efficiency of theheat exchanger.
- Airplane cabin pressurizing systems have been devised. which operate. on the principle of drawing hot compressed air from the aircraft engine, reducing. the pressure andtemperature of this compressed air to val.- ues suitable forhuman. comfort, and passing the conditionedair through the pressurized cabin at an ample;
- theaerodynamic efficiency of a ram' air scoop of; the. type de scribed: above. is improved, resultingin less drag; on the. .aircraft.
- This; is achi"eved by discharging cabin: air
- theairis discharged'intothe ram air'scoop as a high velocity jet which travels along a wall; or: boundary of'the' scoop to. achieve: boundaryv layer con.-
- FIG. 2. is across-sectional view of' another. embodiacross the widthof a. scoop. are utilized to improve the aerodynamic efficiency. of the ram air scoop system.
- the. reference numeral l0.. indicates the wall or boundary of a pressurized aircraft cabin whilethe reference numeral 12 represents the outer skin of the aircraft. Disposed between the cabin wall l0 .and the aircraft skin 12. is a ram air duct 14: having. an inlet scoop 16. flush with the aircraft Sk-IITIZ? and a ram air exit nozzle 18, also flush with the -skin of the aircraft.
- Theram air duct is preferably located in the wing-body fairing ofthe aircraft; however, other locations on the skinzof the aircraft may be.cused,.depending upon design requirements.
- a heat exchanger Disposed within the. ram air duct 14. is a heat exchanger, generally indicated by the reference numeral 20, having an" inlet conduit 22 adapted for. connection to asource'ofhotbleed'airfrom the'aircraft enginezand an. exit nozzle 24 adapted for connection to an airconditioning pack,,not shown.
- the quantity of intake air can. be: controlled by adjusting thearea: of the exit nozzle E8 by a. mechanism, not shown, responsive to the. air-conditioning pack. controls. At the same time,
- the:shapee of theinlet end of theram air duct 14 is changeditomaintain flbw stability inthe'scoop.
- the upper wall of the 2 scoop, at the; forward end of the duct 14,. is-formed mentgo'f" the. invention wherein jet nozzles disposed from:threeportionst28,30-and.32,,the portion 30 being hingedat its oppositeends 34 and-36g-to the portions 28 and 32.v
- able mechanical means may beutilized to movethe portion. 30" upwardly or downwardly to thereby vary the. inlet area of the ram air scoop 16 to the duct 14, in which. process the portion 30' pivots about the hinges ati34 and 36.
- a pressurizedi aircraft cabin, to: discharge pressurized airoverboard in order" to maintain the. circulation of air through the cabin.
- this pressurized cabin air is utilizedto improve theaerodynamic characteristics of the: ram air scoop.
- the powered fan 38 located within the ram air duct draws ambient air through the scoop inlet 16 and cabin air through the nozzle 48 to cool the pressurized air passing through the heat exchanger 20.
- the ambient air temperature may be as high as approximately 100 F while the cabin air temperature is approximately 75 F.
- the use of cabin. air in the ram air circuit increases the airconditioning cooling capability on the ground since the air passing through the heat exchanger during these conditions is cooler than it otherwise would be.
- FIG. 2 another embodiment of the invention is shown which is similar to that of FIG. 1 except that in this case the cabin air enters the duct 14 through a plurality of nozzles 50 more or less centrally located within the duct. This has the effect of increasing the pressure at the duct exit plane, but does not necessarily improve boundary layer conditions.
- a ram air scoop system for an aircraft having a pressurized cabin comprising a ram air-duct having an inlet opening through which ram air enters the duct and an exit nozzle through which ram air leaves the duct, heat exchanger means disposed within the duct, conduit means connecting the interior of the pressurized cabin with the duct and nozzle means opening into the duct connected with the conduit means for injecting cabin air into the duct to thereby improve aerodynamic efficiency of the ram air scoop system and reduce the drag on said aircraft due to said ram air scoop system.
- the ram air scoop system of claim 1 including in an inner wall of the scoop at its inlet opening three movable wall portions two of which are outer portions and the third of which is a center portion intermediate the outer portions and means hinging each outer portion to its adjacent end of the center portion, the end of one outer portion opposite the center portion being adapted to slide along the inner surface of the aircraft skin and the end of the other outer portion being slidable along the underface of the top of the ram air duct so that movement of the center panel toward or away from the aircraft skin varies the inlet area of the ram air scoop.
- the ram air scoop system of claim 5 including a plenum chamber connected between the conduit means and the nozzle means, the plenum chamber beingpositioned adjacent to the hinging means between the center moveable wall portion and the outer portion sliding on the underface of the top of the ram air duct.
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- Health & Medical Sciences (AREA)
- General Health & Medical Sciences (AREA)
- Pulmonology (AREA)
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Duct Arrangements (AREA)
Abstract
Ram air scoop system, particularly adapted for use in aircraft, wherein cabin air from the interior of the aircraft is fed as a high velocity jet into the scoop and passed through a heat exchanger for the cabin air-conditioning system. This has the effect of improving the aerodynamic efficiency of the scoop by increasing the velocity at the exit of the ram air system in flight, resulting in less drag. While the aircraft is on the ground and air is forced through the scoop by a fan or the like, the cabin air can be at a temperature lower than that of the ambient air, this cooler cabin air acting to increase the efficiency of the heat exchanger.
Description
Uiteu States Pate Runnels et al.
[451 Aug. 14, 1973 JET AUGMENTED RAM AIR SCOOP [75] Inventors: Joe N. Runnels, Bellevue, Wash.;
Svend Strandbygaard, North Glenn, Colo. l [73] Assignee: The Boeing Company, Seattle, Wash.
22 Filed: June 30, 1971 [21] Appl. No.: 158,282
[52] US. Cl 244/118 R, 244/53 B .[51] Int. Cl B64d 13/06 [58] Field of Search 244/118 R, 118 P, 244/59, 53 B; 62/D1G. 5, 402; 98/1, 1.5; 165/15 [56] References Cited UNITED STATES PATENTS 2,327,737 8/1943 Rendergast 244/118 P 2,721,715 10/1955 Hoadley 244/53 B 2,869,535 l/l 9-5.9 Horrell;... 244/118 P 3,446,223 5/1969 Hancoc'k.. 244/53'B 2,898,745 8/1959 Weisel 98/l.5 X
M CAB/N [0 All? 3,097,504 7/1963 Quick et a]. 62/402 X 3,265,331 8/1966 Milesn"; 244/53 B 3,630,138 12/1971 Marcussen et al 98/l.5
. Primary ExaminerMilton Buchler Assistant Examiner- Barry L. Kelrnachter AttorneyBrown', Murray, Flick & Peckham the velocity at the exit of the ram air system in flight,
resulting in less drag. While the aircraft is on the ground and air is forced through the scoop by a fan or the like, the cabin air can be at a temperature lower than that of the ambient air, this cooler cabin air acting to increase the efficiency of theheat exchanger.
7 Claim, 2 Drawing Figures FREE STREAM 1 JET AUGMENTED RAM AIR. SCOOP BACKGROUND OF THE INVENTION Airplane cabin pressurizing systems have been devised. which operate. on the principle of drawing hot compressed air from the aircraft engine, reducing. the pressure andtemperature of this compressed air to val.- ues suitable forhuman. comfort, and passing the conditionedair through the pressurized cabin at an ample; I
ventilating rate. Such systems are advantageous in their utilization of the. existing air compressor which com-- prises an essential part of the. engine. However, the hot bleedair fromathe. engine is at a. temperature of approx imately 400"F. Consequently, this hot air is initiallypassed through a. heat, exchanger disposed within a ram duct having an entrancezscoopand.an'exit nozzlewhich. are usually flush'with the aircraft skin. Ram airentering the scoop. passes. through the heat exchanger and." is:
then. exhausted: through the exit nozzle, in whichpro cess hot bleed air from the engine-passingv through the heat exchanger-is cooled and thereafter passed. to further heat exchangers in the. aircraft air-conditioningsystem. In most conventional systems of this type, the.
cabin air after" it circulates within the cabin, is discharged directly overboard. through cabin pressure; 'control valves. 1
SUMMARY OF THE: INVENTION.
In accordanceLwith the present invention, theaerodynamic efficiency of a ram' air scoop of; the. type de scribed: above. is improved, resultingin less drag; on the. .aircraft. This; is achi"eved by discharging cabin: air
(which is at a higher pressure than theambientairduring flight) into-the, ram air-scoop as a-high velocity. jet.
Preferably, theairis discharged'intothe ram air'scoop as a high velocity jet which travels along a wall; or: boundary of'the' scoop to. achieve: boundaryv layer con.-
trol; action, giving higher exit plane velocities and therefore, lessdrag; In addition-,the. required. quantity of ambient ram air' is reduced because of the use: of"
cabin air. This means that the duct systemcan bedesigned to reducethe quantity of ambientair taken; in with a resultingv lower drag effect.
While theaircraft is on the ground and thecabin is unpressurized', a powered fan, which isusually located in the ramair duct, draws. ambient air through the:
scoop inlet to; cool pressurized air passing through the aforesaid heat exchanger; Discharging cabin air-into the ram duct-during these conditions increasesthe efficiency of the heat exchanger, particularly duringv hot weather conditions. That is, during. hot day ground cooling, th'e.ambient1airtemperaturemay be 100 or,
higher, while: the cabin air temperature is approx-i mately75 9Fi The useofcabin airin theram airsystem, therefore, increases the. air-conditioning; cooling capa? bilityon. the ground.
' FIG. 2. is across-sectional view of' another. embodiacross the widthof a. scoop. are utilized to improve the aerodynamic efficiency. of the ram air scoop system.
Withreference-now to the drawings, and particularly to FIG. l, the. reference numeral l0..indicates the wall or boundary of a pressurized aircraft cabin whilethe reference numeral 12 represents the outer skin of the aircraft. Disposed between the cabin wall l0 .and the aircraft skin 12. is a ram air duct 14: having. an inlet scoop 16. flush with the aircraft Sk-IITIZ? and a ram air exit nozzle 18, also flush with the -skin of the aircraft. Theram air duct is preferably located in the wing-body fairing ofthe aircraft; however, other locations on the skinzof the aircraft may be.cused,.depending upon design requirements.
Disposed within the. ram air duct 14. is a heat exchanger, generally indicated by the reference numeral 20, having an" inlet conduit 22 adapted for. connection to asource'ofhotbleed'airfrom the'aircraft enginezand an. exit nozzle 24 adapted for connection to an airconditioning pack,,not shown.
The basic. function of the ram air. scoop system is to provide cooling air for the heat exchanger 20 which reduces-the temperature of thehot bleed air passing into' the exchanger via: conduit 22 from approximately 400 F to 250 F prior-to. use in the cabin air-conditioning unit=;.While. the: aircraft isin flight, ramair, indicated schematically by the: arrow 26,. enters the intakescoop 16' andflows through the heat exchanger. 20 -to theexit nozzle: 1.8.whereit. is discharged. The quantity of intake air: can. be: controlled by adjusting thearea: of the exit nozzle E8 by a. mechanism, not shown, responsive to the. air-conditioning pack. controls. At the same time,
the:shapee of theinlet end of theram air duct 14 is changeditomaintain flbw stability inthe'scoop. In this respect,v it willJbe noted that the upper wall of the 2 scoop, at the; forward end of the duct 14,. is-formed mentgo'f" the. invention wherein jet nozzles disposed from:threeportionst28,30-and.32,,the portion 30 being hingedat its oppositeends 34 and-36g-to the portions 28 and 32.v The. oppositeend of portion' 28-,1in turn,.slides on the innersurfaceof the. aircraft skin. 12; while the undersurface of the portion 32' slides onthe undersur face of the top of themainportion of the duct 14. Suit: able mechanical means, not shown, may beutilized to movethe portion. 30" upwardly or downwardly to thereby vary the. inlet area of the ram air scoop 16 to the duct 14, in which. process the portion 30' pivots about the hinges ati34 and 36.
Disposed within the. duct 14. is a fan aswhich is uti: lizedwhile: the aircraft is onthegroundto force ambient air through: the heatexchanger-Z'O. While: the aircraft is in flightyhowever, the fan 38; is not used,,and ramairflows into the duct 14..
Aswasexpl'ained. above, it.is--necessary,.in a pressurizedi aircraft: cabin, to: discharge pressurized airoverboard in order" to maintain the. circulation of air through the cabin. In accordance with. thev present invention, this pressurized cabin air. is utilizedto improve theaerodynamic characteristics of the: ram air scoop.
exit plane; and, therefore, less net drag is created by the system. At the same time, improved aerodynamic efficiency is achieved by virtue of the boundary layer control action to give higher exit plane velocities and less drag. A further drag reduction is achieved by using cabin air as part of the required heat sink. That is, the quantity of outside air (i.e., ram air) is reduced.
During ground operation when the cabin is unpressurized, the powered fan 38 located within the ram air duct draws ambient air through the scoop inlet 16 and cabin air through the nozzle 48 to cool the pressurized air passing through the heat exchanger 20. During hot day ground cooling, the ambient air temperature may be as high as approximately 100 F while the cabin air temperature is approximately 75 F. Thus, the use of cabin. air in the ram air circuit increases the airconditioning cooling capability on the ground since the air passing through the heat exchanger during these conditions is cooler than it otherwise would be.
In FIG. 2, another embodiment of the invention is shown which is similar to that of FIG. 1 except that in this case the cabin air enters the duct 14 through a plurality of nozzles 50 more or less centrally located within the duct. This has the effect of increasing the pressure at the duct exit plane, but does not necessarily improve boundary layer conditions.
Although the invention has been shown in connection with certain specific embodiments, it will be readily apparent tothose skilled in the art that various changes in form and arrangement'of parts may be made to suit requirements without departing from the spirit and scope of the invention.
We claim:
l. A ram air scoop system for an aircraft having a pressurized cabin comprising a ram air-duct having an inlet opening through which ram air enters the duct and an exit nozzle through which ram air leaves the duct, heat exchanger means disposed within the duct, conduit means connecting the interior of the pressurized cabin with the duct and nozzle means opening into the duct connected with the conduit means for injecting cabin air into the duct to thereby improve aerodynamic efficiency of the ram air scoop system and reduce the drag on said aircraft due to said ram air scoop system.
2. The system of claim 1 wherein said nozzle means is disposed within said duct to create an air jet adjacent a wall of the duct, thereby improving its boundary layer conditions.
3. The system of claim 1 including a plenum chamber interposed between said nozzle means and the conduit means connecting the interior of saidpressurized cabin, with the duct, and valve means in said conduit means.
4. The system of claim 1 wherein said nozzle means is disposed essentially centrally within said ram air duct.
5. The ram air scoop system of claim 1 including in an inner wall of the scoop at its inlet opening three movable wall portions two of which are outer portions and the third of which is a center portion intermediate the outer portions and means hinging each outer portion to its adjacent end of the center portion, the end of one outer portion opposite the center portion being adapted to slide along the inner surface of the aircraft skin and the end of the other outer portion being slidable along the underface of the top of the ram air duct so that movement of the center panel toward or away from the aircraft skin varies the inlet area of the ram air scoop.
6. The ram air scoop system of claim 5 in which the nozzle means are positioned adjacent to the hinging means between the center moveable wall portion and the outer portion sliding on theunderface of the top of the ram air duct.
7. The ram air scoop system of claim 5 including a plenum chamber connected between the conduit means and the nozzle means, the plenum chamber beingpositioned adjacent to the hinging means between the center moveable wall portion and the outer portion sliding on the underface of the top of the ram air duct.
Claims (7)
1. A ram air scoop system for an aircraft having a pressurized cabin comprising a ram air duct having an inlet opening through which ram air enters the duct and an exit nozzle through which ram air leaves the duct, heat exchanger means disposed within the duct, conduit means connecting the interior of the pressurized cabin with the duct and nozzle means opening into the duct connected with the conduit means for injecting cabin air into the duct to thereby improve aerodynamic efficiency of the ram air scoop system and reduce the drag on said aircraft due to said ram air scoop system.
2. The system of claim 1 wherein said nozzle means is disposed within said duct to create an air jet adjacent a wall of the duct, thereby improving its boundary layer conditions.
3. The system of claim 1 including a plenum chamber interposed between said nozzle means and the conduit means connecting the interior of said pressurized cabin, with the duct, and valve means in said conduit means.
4. The system of claim 1 wherein said nozzle means is disposed essentially centrally within said ram air duct.
5. The ram air scoop system of claim 1 including in an inner wall of the scoop at its inlet opening three movable wall portions two of which are outer portions and the third of which is a center portion intermediate the outer portions and means hinging each outer portion to its adjacent end of the center portion, the end of one outer portion opposite the center portion being adapted to slide along the inner surface of the aircraft skin and the end of the other outer portion being slidable along the underface of the top of the ram air duct so that movement of the center panel toward or away from the aircraft skin varies the inlet area of the ram air scoop.
6. The ram air scoop system of claim 5 in which the nozzle means are positioned adjacent to the hinging means between the center moveable wall portion and the outer portion sliding on the underface of the top of the ram air duct.
7. The ram air scoop system of claim 5 including a plenum chamber connected between the conduit means and the nozzle means, the plenum chamber being positioned adjacent to the hinging means between the center moveable wall portion and the outer portion sliding on the underface of the top of the ram air duct.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US15828271A | 1971-06-30 | 1971-06-30 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| US3752422A true US3752422A (en) | 1973-08-14 |
Family
ID=22567414
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| US00158282A Expired - Lifetime US3752422A (en) | 1971-06-30 | 1971-06-30 | Jet augmented ram air scoop |
Country Status (1)
| Country | Link |
|---|---|
| US (1) | US3752422A (en) |
Cited By (33)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4378097A (en) * | 1980-11-24 | 1983-03-29 | The Boeing Company | High performance submerged air inlet |
| US4463772A (en) * | 1981-09-29 | 1984-08-07 | The Boeing Company | Flush inlet for supersonic aircraft |
| US4674704A (en) * | 1985-12-03 | 1987-06-23 | The United States Of America As Represented By The Secretary Of The Air Force | Direct air cooling system for airborne electronics |
| US4699394A (en) * | 1984-09-27 | 1987-10-13 | Laie Ching H | Safety hauling coupler |
| US4865267A (en) * | 1988-02-25 | 1989-09-12 | Sundstrand Corporation | Ram air flow system for aircraft |
| US5357742A (en) * | 1993-03-12 | 1994-10-25 | General Electric Company | Turbojet cooling system |
| US5447283A (en) * | 1994-02-02 | 1995-09-05 | Grumman Aerospace Corporation | Blown boundary layer control system for a jet aircraft |
| WO1996003315A1 (en) * | 1994-07-22 | 1996-02-08 | United Technologies Corporation | Regenerative condensing cycle |
| EP1247739A1 (en) * | 2001-04-06 | 2002-10-09 | Dassault Aviation | Aircraft fresh air intake device |
| US20030201367A1 (en) * | 2002-04-24 | 2003-10-30 | Saiz Manuel Munoz | Process for the recovery of the energy from the air in pressurised areas of aircraft |
| US20040217317A1 (en) * | 2003-04-30 | 2004-11-04 | Bunn Andrew D. | Cabin pressure outflow control valve having non-linear flow control characteristics |
| US20040216792A1 (en) * | 2003-04-30 | 2004-11-04 | Bunn Andrew D. | Fully integrated aircraft cabin pressure control system valve |
| US20050199766A1 (en) * | 2003-06-11 | 2005-09-15 | Knott David S. | Propulsion arrangement |
| US20070117501A1 (en) * | 2003-12-30 | 2007-05-24 | Alexander Solntsev | Cooling air supply for the cooling of different systems requiring cooling air in an aircraft |
| US20080148747A1 (en) * | 2006-12-21 | 2008-06-26 | Airbus Deutschland Gmbh | System And Method For Cooling A Thermally Loaded Device On Board An Aircraft |
| US20090008505A1 (en) * | 2004-05-13 | 2009-01-08 | Airbus Deutschland Gmbh | Aircraft with a fluid-duct-system |
| EP2050672A2 (en) * | 2007-10-15 | 2009-04-22 | Lockheed Martin Corporation | System, method, and apparatus for pulsed-jet-enhanced heat exchanger |
| US20090250191A1 (en) * | 2008-04-02 | 2009-10-08 | Northrop Grumman Corporation | Foam Metal Heat Exchanger System |
| US20090277993A1 (en) * | 2008-05-07 | 2009-11-12 | Honeywell International Inc. | Systems and methods for a passive, forced convection cooling system |
| US20110110776A1 (en) * | 2009-11-06 | 2011-05-12 | Raytheon Company | Inlet and Exhaust System |
| JP2011525452A (en) * | 2008-06-26 | 2011-09-22 | エアバス オペラツィオンス ゲゼルシャフト ミット ベシュレンクテル ハフツング | Air path for supplying outside air into the aircraft |
| US20110300786A1 (en) * | 2008-02-15 | 2011-12-08 | Airbus Operations Gmbh | System And Method For Ventilating Explosive Regions Of An Aircraft |
| DE102010054448A1 (en) * | 2010-12-14 | 2012-06-14 | Airbus Operations Gmbh | Method and device for controlling an aircraft air conditioning system |
| DE102013008620A1 (en) * | 2013-05-21 | 2014-11-27 | Airbus Operations Gmbh | An aircraft cooling system and method for operating an aircraft cooling system |
| US8978628B2 (en) | 2013-06-06 | 2015-03-17 | The Boeing Company | Engine cooling system |
| EP2960157A1 (en) * | 2014-06-25 | 2015-12-30 | Gulfstream Aerospace Corporation | Aircraft air scoop systems with passive pneumatic actuators |
| US20170027088A1 (en) * | 2014-08-13 | 2017-01-26 | Ihi Corporation | Cooling apparatus for cooling electronic device in aircraft |
| EP3144224A1 (en) * | 2015-09-17 | 2017-03-22 | Airbus Operations GmbH | Ram air channel arrangement and method for operating a ram air channel arrangement |
| US20190389585A1 (en) * | 2018-06-21 | 2019-12-26 | Hamilton Sundstrand Corporation | Air nozzle arrangement |
| EP3587976A1 (en) * | 2018-06-21 | 2020-01-01 | Hamilton Sundstrand Corporation | Air nozzle arrangement |
| CN111806700A (en) * | 2020-07-08 | 2020-10-23 | 中国商用飞机有限责任公司 | Ventilation system suitable for air conditioning component cabin of aircraft and aircraft comprising same |
| US20220363370A1 (en) * | 2021-05-11 | 2022-11-17 | The Boeing Company | Drag modification systems for aircraft and related methods |
| US11542015B2 (en) * | 2019-06-07 | 2023-01-03 | Hamilton Sundstrand Corporation | Aircraft environmental control system |
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| US2721715A (en) * | 1951-09-28 | 1955-10-25 | Chance Vought Aircraft Inc | Flush inlet |
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Cited By (53)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4378097A (en) * | 1980-11-24 | 1983-03-29 | The Boeing Company | High performance submerged air inlet |
| US4463772A (en) * | 1981-09-29 | 1984-08-07 | The Boeing Company | Flush inlet for supersonic aircraft |
| US4699394A (en) * | 1984-09-27 | 1987-10-13 | Laie Ching H | Safety hauling coupler |
| US4674704A (en) * | 1985-12-03 | 1987-06-23 | The United States Of America As Represented By The Secretary Of The Air Force | Direct air cooling system for airborne electronics |
| US4865267A (en) * | 1988-02-25 | 1989-09-12 | Sundstrand Corporation | Ram air flow system for aircraft |
| US5357742A (en) * | 1993-03-12 | 1994-10-25 | General Electric Company | Turbojet cooling system |
| US5447283A (en) * | 1994-02-02 | 1995-09-05 | Grumman Aerospace Corporation | Blown boundary layer control system for a jet aircraft |
| WO1996003315A1 (en) * | 1994-07-22 | 1996-02-08 | United Technologies Corporation | Regenerative condensing cycle |
| EP1247739A1 (en) * | 2001-04-06 | 2002-10-09 | Dassault Aviation | Aircraft fresh air intake device |
| FR2823181A1 (en) * | 2001-04-06 | 2002-10-11 | Dassault Aviat | FRESH AIR SUPPLY DEVICE FOR AN AIRCRAFT |
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